EP3115588A1 - Système d'air de refroidissement refroidi destiné à un moteur à double flux - Google Patents
Système d'air de refroidissement refroidi destiné à un moteur à double flux Download PDFInfo
- Publication number
- EP3115588A1 EP3115588A1 EP16178207.3A EP16178207A EP3115588A1 EP 3115588 A1 EP3115588 A1 EP 3115588A1 EP 16178207 A EP16178207 A EP 16178207A EP 3115588 A1 EP3115588 A1 EP 3115588A1
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- Prior art keywords
- air
- engine
- gas turbine
- core
- cooling air
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- 238000001816 cooling Methods 0.000 title claims abstract description 61
- 238000011144 upstream manufacturing Methods 0.000 claims description 10
- 230000001419 dependent effect Effects 0.000 claims description 2
- 239000000446 fuel Substances 0.000 description 5
- 230000004048 modification Effects 0.000 description 5
- 238000012986 modification Methods 0.000 description 5
- 230000003068 static effect Effects 0.000 description 5
- 238000000926 separation method Methods 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/12—Cooling of plants
- F02C7/16—Cooling of plants characterised by cooling medium
- F02C7/18—Cooling of plants characterised by cooling medium the medium being gaseous, e.g. air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/04—Air intakes for gas-turbine plants or jet-propulsion plants
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/04—Air intakes for gas-turbine plants or jet-propulsion plants
- F02C7/042—Air intakes for gas-turbine plants or jet-propulsion plants having variable geometry
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/12—Cooling of plants
- F02C7/14—Cooling of plants of fluids in the plant, e.g. lubricant or fuel
- F02C7/141—Cooling of plants of fluids in the plant, e.g. lubricant or fuel of working fluid
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/12—Cooling of plants
- F02C7/16—Cooling of plants characterised by cooling medium
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/12—Cooling of plants
- F02C7/16—Cooling of plants characterised by cooling medium
- F02C7/18—Cooling of plants characterised by cooling medium the medium being gaseous, e.g. air
- F02C7/185—Cooling means for reducing the temperature of the cooling air or gas
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/16—Control of working fluid flow
- F02C9/18—Control of working fluid flow by bleeding, bypassing or acting on variable working fluid interconnections between turbines or compressors or their stages
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K3/00—Plants including a gas turbine driving a compressor or a ducted fan
- F02K3/02—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K3/00—Plants including a gas turbine driving a compressor or a ducted fan
- F02K3/02—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber
- F02K3/04—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type
- F02K3/06—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type with front fan
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K3/00—Plants including a gas turbine driving a compressor or a ducted fan
- F02K3/02—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber
- F02K3/04—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type
- F02K3/075—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type controlling flow ratio between flows
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2220/00—Application
- F05D2220/30—Application in turbines
- F05D2220/32—Application in turbines in gas turbines
- F05D2220/321—Application in turbines in gas turbines for a special turbine stage
- F05D2220/3216—Application in turbines in gas turbines for a special turbine stage for a special compressor stage
- F05D2220/3219—Application in turbines in gas turbines for a special turbine stage for a special compressor stage for the last stage of a compressor or a high pressure compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2220/00—Application
- F05D2220/30—Application in turbines
- F05D2220/36—Application in turbines specially adapted for the fan of turbofan engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2250/00—Geometry
- F05D2250/50—Inlet or outlet
- F05D2250/51—Inlet
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2250/00—Geometry
- F05D2250/90—Variable geometry
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2260/00—Function
- F05D2260/20—Heat transfer, e.g. cooling
- F05D2260/213—Heat transfer, e.g. cooling by the provision of a heat exchanger within the cooling circuit
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
Definitions
- the present disclosure relates generally to turbofan engines, and more specifically to a cooled cooling air system for utilization within a turbofan engine.
- Gas turbine engines such as those utilized on commercial aircraft, typically include a compressor section that draws in and compresses air, a combustor section where the compressed air is mixed with a fuel and ignited, and a turbine section across which the combustion gasses from the ignition are expanded. Expansion of the combustion gasses across the turbine section drives rotation of the turbine section, which in turn drives rotation of the compressor section.
- Each of the compressor section, the combustor section, and the turbine section are contained within an engine core, and are connected by a primary flowpath that flows through each of the sections.
- the fan Fore of the compressor section is a fan that drives air through a fan bypass duct surrounding the engine core.
- the fan is connected to the turbine section via a drive shaft.
- the fan is connected through a gear system, and the engine is referred to as a geared turbofan engine.
- the fan is connected directly to a turbine in the turbine section via a drive shaft and the engine is referred to as a direct drive engine.
- cooling air is provided from a cooling air system directly to the cooled components.
- the cooling air in some examples is actively cooled.
- a system for actively cooling the cooling air is referred to as a cooled cooling air system.
- an exemplary gas turbine engine including: a fan bypass duct defined between a fan nacelle and core cowl of an engine core, the engine core including a cooled cooling air system configured to receive cooling air from a primary flowpath bleed within the engine core and configured to provide cooled cooling air to at least one component within the engine core, and the cooled cooling air system including an air-air heat exchanger.
- the heat exchanger is disposed within the engine core, a cold air duct connects a cold air inlet of the heat exchanger to said fan bypass duct, and a spent air duct connects a spent air outlet of the heat exchanger to an outlet port, and wherein at least one of the cold air duct, the spent air duct, and the air-air heat exchanger are structurally supported by at least one connection to the core cowl.
- a high pressure side of the air-air heat exchanger is structurally supported by a connection to the core cowl
- the cooled cooling air system includes a cold air modulator configured to regulate a flow of cold air to the heat exchanger.
- the modulator is a hinged scoop configured to increase a pressure of fan duct air at an inlet of a cold air duct.
- the hinged scoop is flush with a radially outward surface of the core cowl in a closed position, and wherein the hinged scoop extends radially into the fan bypass duct in an open position.
- the hinged scoop includes side walls having a radially aligned aspect.
- the modulator is upstream of the heat exchanger.
- a further embodiment of any of the previously described gas turbine engines further includes a controller controllably coupled to the modulator and configured to modulate the flow of cold air to the heat exchanger as a function of engine power.
- a further embodiment of any of the previously described gas turbine engines further includes a controller controllably coupled to the modulator and configured to modulate the flow of cold air to the heat exchanger as a function of a rotor speed and an ambient temperature.
- the cooled cooling air system includes a spent air exhaust outlet at a radially outward surface of the core cowl, the spent air exhaust outlet being downstream of a fan bypass duct nozzle.
- the cooled cooling air system includes a spent air exhaust outlet at a radially outward surface of the core cowl, the spent air exhaust outlet being upstream of a fan bypass duct nozzle.
- a further embodiment of any of the previously described gas turbine engines further includes a ramp feature protruding radially into the fan bypass duct upstream of the spent air exhaust outlet.
- the ramp feature is moveable along an axis defined by the engine core.
- the ramp feature has a fixed axial position within the fan bypass duct, along an axis defined by the engine core.
- the gas turbine engine is a geared turbofan engine.
- the primary flowpath bleed is positioned at at least one of a diffuser, a combustor section and a compressor flowpath fore of an aft most stage of the compressor flowpath.
- a fan bypass duct defined between a fan nacelle and core cowl of an engine core
- a cooled cooling air system configured to receive cooling air from a primary flowpath bleed at a combustor section within the engine core and configured to provide cooled cooling air to at least one component within the engine core
- the cooled cooling air system including a modulator configured to modulate an inflow of heat sink air from the fan bypass duct dependent upon at least one engine operating condition, and the cooled cooling air system including an air-air heat exchanger.
- FIG. 1 schematically illustrates a gas turbine engine 20.
- the gas turbine engine 20 is disclosed herein as a two-spool turbofan that generally incorporates a fan section 22, a compressor section 24, a combustor section 26 and a turbine section 28.
- Alternative engines might include an augmentor section (not shown) among other systems or features.
- the fan section 22 drives air along a bypass flow path B in a bypass duct defined within a nacelle 15, while the compressor section 24 drives air along a core flow path C for compression and communication into the combustor section 26 then expansion through the turbine section 28.
- the exemplary engine 20 generally includes a low speed spool 30 and a high speed spool 32 mounted for rotation about an engine central longitudinal axis A relative to an engine static structure 36 via several bearing systems 38. It should be understood that various bearing systems 38 at various locations may alternatively or additionally be provided, and the location of bearing systems 38 may be varied as appropriate to the application.
- the low speed spool 30 generally includes an inner shaft 40 that interconnects a fan 42, a first (or low) pressure compressor 44 and a first (or low) pressure turbine 46.
- the inner shaft 40 is connected to the fan 42 through a speed change mechanism, which in exemplary gas turbine engine 20 is illustrated as a geared architecture 48 to drive the fan 42 at a lower speed than the low speed spool 30.
- the high speed spool 32 includes an outer shaft 50 that interconnects a second (or high) pressure compressor 52 and a second (or high) pressure turbine 54.
- a combustor 56 is arranged in exemplary gas turbine 20 between the high pressure compressor 52 and the high pressure turbine 54.
- a mid-turbine frame 57 of the engine static structure 36 is arranged generally between the high pressure turbine 54 and the low pressure turbine 46.
- the mid-turbine frame 57 further supports bearing systems 38 in the turbine section 28.
- the inner shaft 40 and the outer shaft 50 are concentric and rotate via bearing systems 38 about the engine central longitudinal axis A which is collinear with their longitudinal axes.
- the core airflow is compressed by the low pressure compressor 44 then the high pressure compressor 52, mixed and burned with fuel in the combustor 56, then expanded over the high pressure turbine 54 and low pressure turbine 46.
- the mid-turbine frame 57 includes airfoils 59 which are in the core airflow path C.
- the turbines 46, 54 rotationally drive the respective low speed spool 30 and high speed spool 32 in response to the expansion.
- gear system 48 may be located aft of combustor section 26 or even aft of turbine section 28, and fan section 22 may be positioned forward or aft of the location of gear system 48.
- the engine 20 in one example is a high-bypass geared aircraft engine.
- the engine 20 bypass ratio is greater than about six (6), with an example embodiment being greater than about ten (10)
- the geared architecture 48 is an epicyclic gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3 and the low pressure turbine 46 has a pressure ratio that is greater than about five.
- the engine 20 bypass ratio is greater than about ten (10:1)
- the fan diameter is significantly larger than that of the low pressure compressor 44
- the low pressure turbine 46 has a pressure ratio that is greater than about five (5:1).
- Low pressure turbine 46 pressure ratio is pressure measured prior to inlet of low pressure turbine 46 as related to the pressure at the outlet of the low pressure turbine 46 prior to an exhaust nozzle.
- the geared architecture 48 may be an epicycle gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3:1. It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present invention is applicable to other gas turbine engines including direct drive turbofans.
- the fan section 22 of the engine 20 is designed for a particular flight condition -- typically cruise at about 0.8 Mach and about 35,000 feet (1066.8 meters).
- the flight condition of 0.8 Mach and 35,000 ft (1066.8 m), with the engine at its best fuel consumption - also known as "bucket cruise Thrust Specific Fuel Consumption ('TSFC')" - is the industry standard parameter of Ibm of fuel being burned divided by lbf of thrust the engine produces at that minimum point.
- "Low fan pressure ratio” is the pressure ratio across the fan blade alone, without a Fan Exit Guide Vane (“FEGV”) system.
- the low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45.
- Low corrected fan tip speed is the actual fan tip speed in ft/sec divided by an industry standard temperature correction of [(Tram °R) / (518.7 °R) ⁇ 0.5.
- the "Low corrected fan tip speed” as disclosed herein according to one non-limiting embodiment is less than about 1150 ft / second (350.5 m/s).
- FIG. 2 schematically illustrates a cooled cooling air system 110 in a gas turbine engine 100.
- the gas turbine engine 100 includes a fan nacelle 102 that radially surrounds an engine core 104. Included within the engine core 104 are a compressor section 106, a combustor section 107 and a turbine section 108.
- a fan bypass duct 120 is defined between a radially inward facing surface 121 of the fan nacelle 102 and a radially outward facing surface 122 of the engine core 104.
- a fan 103 is positioned fore of the engine core 104 and drives air through the fan bypass duct 120.
- a cooled cooling air system 110 is included within the engine core 104.
- the cooled cooling air system 110 uses a heat exchanger 130 to cool bleed air from the primary flowpath through the engine core 104, and provides the cooled bleed air (referred to as cooled cooling air) to components within the gas turbine engine 100 for cooling.
- a bleed 132 bleeds air from a combustor case 194 in the combustor section of the combustor section 107 of the engine 100.
- the bleed 132 can be connected in the compressor, fore of the aft most stage at position 190.
- the bleed 132 can be connected at a foremost edge of a diffuser at position 192.
- the air is provided through a valve 134 to a cooling air inlet 135 of the heat exchanger 130.
- the cooling air is actively cooled within the heat exchanger 130.
- the cooled cooling air is then sent to at least one component within the gas turbine engine 100 through a cooled cooling air outlet 136.
- the cooled cooling air is provided to the last stage of the compressor section 106.
- the cooled cooling air can be provided to one or more additional elements within the gas turbine engine 100, beyond the last stage of the compressor section 106.
- the heat exchanger 130 is an air-air heat exchanger.
- An air-air heat exchanger utilizes two air flows, with a colder airflow absorbing heat from a hotter airflow within the heat exchanger.
- cold air is drawn into the heat exchanger 130 through a cold air inlet 131 that is connected to a cold air duct 140.
- Air in the cold air stream that has absorbed heat from the cooling air is referred to as spent air and is expelled from the heat exchanger 130 into a spent air duct 141.
- the heat exchanger 130 is mounted to the engine core, and the cold air duct 140 and the spent air duct 141 are mounted to, and structurally supported by a connection to, a core cowl surrounding the engine core 104. Included within each of the cold air duct 140 and the spent air duct 141 are kiss seals 150. In yet further examples, a high pressure side of the heat exchanger 130 is structurally supported by a connection to the core cow1.
- the cold air duct 140 includes an inlet 142 at a radially exterior surface of the core cowl.
- the inlet 142 allows cold air from the fan bypass duct 120 to enter the cold air duct 140.
- the opening is a hole that is flush with the radially exterior surface of the core cowl.
- an airflow modulator such as a scoop 143
- the scoop 143 can be operated in two positions, an open position and a closed position. In an open position the scoop 143 extends radially outward into the fan bypass duct 120. In a closed position, the scoop 143 covers the opening and is flush with the radially exterior surface of the core cowl.
- the scoop 143 is connected to the cold air duct via a hinge. In such an example, the scoop is referred to as a hinged scoop.
- the scoop 143 modulates the flow of air into the heat exchanger 130, by prohibiting airflow when in the closed position, and allowing airflow when in the open position. Further, while in the open position, the scoop 143 provides some total pressure recovery from the fan bypass duct by increasing the pressure of the cold air as it enters the cold air duct 140.
- the airflow modulator is controlled in some examples using an engine controller, and can be shifted to any number of intermediary positions between the open and closed positions. In such an example, the controller can regulate the cold air inflow as a function of engine power, rotor speed and ambient temperature, or any other factor.
- the scoop 143 further includes side walls 144, each of which includes a radially aligned aspect.
- the side walls 144 can be straight walls directly aligned with the radius of the gas turbine engine 100.
- the side walls 144 can be curved, in which case, the curvature of the side walls 144 includes an aspect aligned with the radius of the engine 100, and an aspect tangential to the circumference of the engine 100.
- An outlet 145 of the spent air duct 141 exhausts the spent air downstream of a fan duct nozzle 123.
- the spent air is exhausted to an ambient pressure, thereby allowing the spent air exhaust to generate some level of thrust.
- the thrust generated at the exhaust recovers a portion of the potential thrust lost as a result of removing air from the fan bypass duct 120 at the inlet 142.
- Figure 3 illustrates the example engine 100 of Figure 2 with a modified implementation of a cooled cooling air system 210.
- the fan nacelle 102, engine core 104 and fan bypass duct 120 are fundamentally the same structure.
- the cooled cooling air system 210 differs from the cooled cooling air system 110 of Figure 2 in that the outlet 245 of the spent air duct 241 is shifted forward. By shifting the outlet 245 forward, the spent air from the heat exchanger 230 is exhausted into the air stream of the fan duct upstream of the fan duct nozzle 123.
- the outlet 245 is positioned such that the static pressure of the air stream in the bypass duct 120 at the outlet 245 is less than the total pressure of the air ingested at the modulator 243, or the inlet 242 in examples that do not include a modulator 243.
- the cold air duct 240 and the spent air duct 241 further include kiss seals 250.
- Figure 4 illustrates an additional modification to the fan bypass duct 120 to further increase the effectiveness of the cooled cooling air system 310.
- the cooled cooling air system is fundamentally identical to the example cooled cooling air system 210 illustrated in Figure 3 , with the addition of a ramp feature 360.
- the ramp feature 360 introduces an incline surface that protrudes radially further into the air stream of the fan bypass duct 120 as the ramp extends along the axis defined by the fan bypass duct 120.
- the ramp feature 360 is positioned upstream of the outlet 345. By positioning the ramp feature 360 upstream of the outlet 345, the downstream pressure and flow separation in the fan bypass duct 120 at the outlet 345 is reduced.
- the ramp feature 360 can be mounted to a sliding track and can be moved upstream and downstream within the fan bypass duct 120 and controlled using a controller. The position of the ramp feature 360, relative to the spent air outlet 345, determines the effect that the ramp feature 360 has on the static pressure and airflow separation at the outlet 345. The static pressure and airflow separation, in turn, effect the amount of thrust that is recovered at the outlet 345.
- the illustrated cooled cooling air system 110, 210, 310 is mounted on the side of the engine core between 45 degrees and 135 degrees, with 0 degrees being the circumferential position where the engine is connected to an aircraft pylon.
- the cooled cooling air system 110, 210, 310 can be mounted in a different position within the engine 100.
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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
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Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/793,119 US10794288B2 (en) | 2015-07-07 | 2015-07-07 | Cooled cooling air system for a turbofan engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3115588A1 true EP3115588A1 (fr) | 2017-01-11 |
EP3115588B1 EP3115588B1 (fr) | 2020-01-29 |
Family
ID=56787221
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP16178207.3A Active EP3115588B1 (fr) | 2015-07-07 | 2016-07-06 | Système d'air de refroidissement refroidi destiné à un moteur à double flux |
Country Status (2)
Country | Link |
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US (1) | US10794288B2 (fr) |
EP (1) | EP3115588B1 (fr) |
Cited By (8)
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US11293346B2 (en) | 2018-05-22 | 2022-04-05 | Rolls-Royce Plc | Air intake system |
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RU2793374C2 (ru) * | 2018-12-03 | 2023-03-31 | Сафран Эркрафт Энджинз | Силовая установка с усовершенствованной конструкцией опоры воздушно-масляной системы охлаждения |
EP3795812A1 (fr) * | 2019-05-02 | 2021-03-24 | Raytheon Technologies Corporation | Échangeur de chaleur de carter de diffuseur |
CN110805695B (zh) * | 2019-11-11 | 2021-10-12 | 北京动力机械研究所 | 一种可调流道转动轴动密封结构 |
CN110805695A (zh) * | 2019-11-11 | 2020-02-18 | 北京动力机械研究所 | 一种可调流道转动轴动密封结构 |
Also Published As
Publication number | Publication date |
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EP3115588B1 (fr) | 2020-01-29 |
US10794288B2 (en) | 2020-10-06 |
US20170009657A1 (en) | 2017-01-12 |
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